Electrical sensing system for a vehicle shifter

ABSTRACT

A shifter system for shifting a transmission on a vehicle includes a shifter having a manually-operated shift lever movable between various gear positions, an electrical sensing device on the shifter for sensing positions of the shift lever, and a controller electrically connected to the sensing device and constructed to control shifting of a transmission based on signals from the sensing device indicative of the position of the shift lever. The controller and the sensing device as a system are capable of sensing speed of movement of the shift lever and the controller is programmed to change control of the shifting of the transmission in accordance therewith. In one form, the sensing device includes one of a continuous output potentiometer, a discrete output potentiometer, a membrane potentiometer, and a deformable variable-resistance potentiometer.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority under 35 U.S.C. §119(e) on U.S.Provisional Application No. 60/052,705, entitled “Vehicle Shifter” filedon Jul. 16, 1997, by Robert A. DeJonge and Daniel J. Fisher.

BACKGROUND OF THE INVENTION

The present invention generally relates to an electrical sensing systemfor a vehicle shifting system. More particularly, the present inventionrelates to an electrical sensing system that senses the position of ashift lever.

In the early years of automobiles, most automobiles included manualshift transmissions where an operator separately controlled clutchdisengagement/engagement, speed of shifting, and engine rpm (i.e.,throttle operation) as part of the shifting process. Modern vehicles inthe United States are predominately automatic shift transmissions, wherean operator merely positions a shift lever in a selected gear positionand then presses on an accelerator, while the vehicle systemsautomatically control the speed of clutch engagement and the timing ofshifting. Specifically, in modern automatically shifted vehicles, theoperator positions a shift lever in park, reverse, neutral, or drive.However, the act of positioning the shift lever in a selected gearposition is totally separate from controlling the actual shiftingprocess, such that it does not give an operator the control provided bymanually shifted transmission systems. It is desirable to come up with adesign that does not require drivers to learn how to shift a manualvehicle transmission, including learning how to operate a clutch pedal,a brake pedal, and an accelerator pedal while simultaneously shifting ashift lever. Further, it is desired to provide a system compatible withexisting driving skills and control technologies, and to provide asystem where the driver does not have to operate a clutch if he or sheprefers not to do so. In short, it is desirable to give more control ofthe shifting process back to the vehicle driver, but it is desired to doso in a manner that does not force the driver to relearn how to operatethe vehicle and that allows the driver to be as active or passive as heor she may want to be. It is also desirable to utilize technologies thatare compatible with and that take full advantage of the electronicvehicle systems in modern vehicles.

Some modern vehicles manufacturers are now specifying and/or designingshifting systems for automatic transmissions having an automatic shiftmode (such as the well-known gear positions of “park,” “reverse,”“neutral,” and “drive” in most existing automatic transmission vehicleshifters), but also having a manual shift mode (where the shifter ismovable between forced “upshift” and “downshift” positions, or where theshifter is movable between a forced fourth gear, a forced third gear, aforced second gear, and a forced first gear). These arrangements givesome control back to a driver by allowing the driver to force certaingear changes in automatic transmissions, but they do not give anoperator the “total” control and feel of early manual shifting systems,since these known systems do not allow the operator to directly affector control the clutch, the speed of shifting, and the engine responsesto same, as discussed above. For example, in known systems, clutchengagement and gear engagement is at best only indirectly affected byhow hard a vehicle driver presses on the accelerator pedal of thevehicle. The driver does not directly control the clutch by anymanipulation of a clutch pedal or clutch controller. The speed ofshifting the shift lever into a gear position also has no direct effecton clutch operation, or engine/transmission parameters or vehicleoperation.

In addition to the above, different vehicle operators prefer different“feels” of clutch engagement when shifting between gear positions. Forexample, some operators want a rugged, stiff “hard clutch” feel as ashift lever is moved between gear positions, while others prefer asmooth, “soft clutch” feel. Operators similarly differ in theirpreferences for engine speed and performance when shifting. Importantly,a specific operator's preferences may change over time, such as when aroad is slippery with snow or ice, or when the road is dry and providinggood traction. Vehicle manufacturers have attempted to provide differentshifters and transmissions tailored for particular types of customers(e.g., sport car-type drivers or luxury car-type drivers) that customerscan select from, and further have attempted to match shifters andtransmissions to the types of customers expected to buy particularvehicle models. However, to our knowledge, vehicle manufacturers havenot constructed a shifting system including a shifter that is variableand sensitive to shift behaviors of an operator as a shift lever isshifted, or that is adapted to make “real time” changes in shifting andvehicle operation as a result.

Most modern vehicles have shifters that include shift leversmechanically connected to a transmission such as by a Bowdantransmission cable or a rod-type mechanical linkage. This was done inpart since mechanical connections were believed to be very reliable andtrustworthy for the environment under a vehicle where a transmission islocated. However, mechanically connected shift levers are expensive,relatively large, and include many parts. Also, the assembly of theseshifters into vehicles is labor intensive and takes up valuable assemblyspace.

An improved system solving the aforementioned problems and having theaforementioned advantages is desired.

SUMMARY OF THE INVENTION

Accordingly, it is an aspect of the present invention to solve the aboveproblems by providing an electrical sensing system for a shifter thatprovides not only information identifying the gear selected by thedriver, but also information indicating the relative force applied tothe shift lever. It is another aspect of the invention to provide ashifting mechanism that changes the smoothness or the hardness of theshift performed by the vehicle transmission based upon the force appliedto the shift lever by the driver when shifting between gears. Stillanother aspect of the invention is to provide a shifter that outputsadditional information from which the velocity of the shift lever may bederived by a transmission controller or a separate controller.

To achieve these and other aspects and advantages, the shifting systemof the present invention comprises a shift lever movable between gearpositions for operating a vehicle transmission, and a sensing device forsensing positions of the shift lever including at least one positionthat is intermediate the two gear positions, the sensing devicegenerates an electrical output signal indicating movement of said shiftlever between the two gear positions when the sensing device detects thepresence of said shift lever at the at least one position.

Another aspect of the present invention is to provide an electricalsensing system for a shifting mechanism that enables the gear positionsof the shifting mechanism to be reconfigured and customized aftermanufacture without requiring a change in hardware. To achieve this andother aspects and advantages, the electrical sensing system of thepresent invention comprises sensing means for sensing a position of theshift lever relative to the two-dimensional plane and for generating anelectrical output signal representing the sensed position of said shiftlever, and a controller for associating specific transmission gears withdefined positions of the shift lever that are sensed by the sensingmeans. The controller preferably includes means for enabling an operatorto select which transmission gears the controller associates with thedefined positions.

These and other features and advantages of the present invention will befurther understood and appreciated by those skilled in the art byreference to the following specification, claims and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is side-elevational perspective view of a shifter;

FIG. 2 is a side, top perspective view of the embodiment of FIG. 1 butdisclosing a slightly different shape of a control module;

FIG. 3 is a side, top perspective view of the embodiment of FIG. 1 butdisclosing a slightly different shape of a control module;

FIG. 4 is a side, top perspective view of the embodiment of FIG. 1 butdisclosing a slightly different shape of a control module;

FIG. 5 is a side, top perspective view of the embodiment of FIG. 1 butdisclosing a slightly different shape of a control module;

FIG. 6 is a front, top perspective view of the shifter mechanism ofFIGS. 2-5;

FIG. 7 is a side-elevational view of the shifter mechanism of FIGS. 1-6showing the control module enclosed within a housing;

FIG. 8 is a plan view of the shifter mechanism of FIG. 7;

FIG. 9 is a rear elevational view of the shifter mechanism of FIGS. 7and 8;

FIG. 10 is a top perspective view of a modified shifter mechanism inwhich the detent member is slidably mounted in a slide box;

FIG. 11 is partial side, top perspective view disclosing a subassemblyof the shifter mechanism disclosed in FIG. 10;

FIG. 12 is a side, top perspective view similar to that of FIG. 11 butdisclosing the design of a shift lever mechanism which is different inproviding a shift lever for transmitting a shorter throw to the detentmember, such design being specially designed for controllingtransmissions with electronic signals;

FIG. 13 is an outline of the notches of a typical detent member asutilized in the shifter mechanisms of FIGS. 1-11;

FIG. 14 is a figure from U.S. Pat. No. 5,494,141, previously referredto, and incorporated in this application so as to illustrate a type ofcontrol module;

FIG. 15 is a circuit diagram for controlling the energization of thecoil of the control module of FIGS. 1-11;

FIG. 16 is a circuit diagram illustrating a circuit for controlling anelectronically controlled transmission utilizing the shifter mechanismof FIG. 12;

FIG. 17 is a plan view of a sketch of a shifter position switch assemblyfor generating signals to control an ally controlled transmissionutilizing the shifter mechanism of FIG. 12;

FIG. 18 is an end elevational view of the shifter position switchassembly of FIG. 17;

FIG. 19 is a side-elevational view of the shifter position switchassembly of FIG. 17;

FIG. 20 is a cross section taken along the plane XVIII—XVIII of FIG. 17;

FIG. 21 is a bottom, side-elevational view of a portion of the assemblyof FIG. 17;

FIG. 22 is a rear, top perspective view of another modification of thisinvention;

FIG. 23 is a fragmentary perspective view of a modified shifterembodying the present invention including a sensing device comprising adiscrete location-sensing membrane potentiometer for sensing position ofthe shift lever;

FIG. 24 is a fragmentary top view of the shifter shown in FIG. 23including the membrane potentiometer and a roller operably engaging thepotentiometer;

FIG. 24A is a schematic side view of the membrane potentiometer shown inFIG. 24;

FIG. 25 is a plan view of a continuously sensing, variableresisting-type membrane potentiometer that can be used in place of thepotentiometer shown in FIG. 24;

FIG. 26 is a plan view of a modified sensing device including aplurality of Hall Effect sensors;

FIG. 27 is a perspective view of a sensing device operably connectedbetween the shift lever and the shifter base, including a flexiblemember;

FIG. 28 is a perspective view of another shifter embodying the presentinvention including a shift lever pivoted to a base and acircumferentially positioned potentiometer for sensing the angularposition of the shift lever;

FIG. 29 is a perspective view of the shifter shown in FIG. 28 but takenfrom a different side;

FIG. 30 is an exploded perspective view of the shifter shown in FIG. 29;

FIG. 31 is a perspective view of a modified shifter similar to thatshown in FIG. 28, but incorporating a bar code reader;

FIG. 32 is a perspective view of another modified shifter similar tothat shown in FIG. 28, but incorporating an axially mounted encoder;

FIG. 33 is a schematic diagram of an electrical circuit for the shifterof FIGS. 28, 31, and 32;

FIG. 34 is a schematic illustrating the speed of clutch engagement overtime, and how the speed of clutch engagement can be affected;

FIG. 35 is a schematic diagram showing a shift pattern andpotentiometers positioned thereon to sense orthogonal movement of theshift lever;

FIG. 36 is a schematic diagram showing a shift pattern andpotentiometers positioned thereon to sense orthogonal movement of theshift lever;

FIG. 37 is a schematic diagram showing a shift pattern andpotentiometers positioned thereon to sense orthogonal movement of theshift lever;

FIG. 38 is a schematic diagram showing a shift pattern andpotentiometers positioned thereon to sense orthogonal movement of theshift lever; and

FIG. 39 is a schematic illustrating a push-button device for controllinga transmission, the device incorporating potentiometers for sensing thespeed of movement of buttons as the buttons are depressed to selectgears.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Initially, we describe a shifter that the present invention can beattached to or incorporated into, and then in FIGS. 23-27 we describethe focus of the present inventive improvement. Referring to thedrawings and particularly FIGS. 1-8, reference numeral 10 designates abase which can be constructed of metal or plastic, preferably plastic. Ashift lever assembly 11 including the shift lever 12 and the base 13, ispivotally mounted on base 10 by means of the shaft 14 extending throughthe sides 15. The upstanding support members 16 and 17 extend upwardlyfrom the base 10 and support the guide 18 which in this embodiment is aguide rod for slidably supporting the detent assembly 19 which includesthe block 20 to which is attached or integrally formed therewith thedetent member 21. Thus, the detent assembly including detent member 21is slidable on the guide rod 18.

Detent assembly 19 is operatively connected to the shift lever assembly11 by a mechanism including the stroke multiplier assembly 22 whichincludes the rod 23 pivotally connected at one end 23 a to the shiftstick 12 by means of the pivot pin 24. The other end 23 b of rod 22 ispivotally connected to the arm 26 by pivot pin 23 c. Arm 26 is pivotallyconnected at one end by pivot pin 27 to the base 10 and at the other end28 is pivotally connected to one end 29 of link rod 30. The other end 31of link rod 30 is pivotally connected by pin 32 to the detent assembly19.

It should be evident from the drawings as disclosed in FIGS. 1-6 thatthe stroke multiplier assembly 22 is provided to multiply the pivotalmovement of lever assembly 11. Such movement is translated to thesliding movement of the detent assembly 19 so that the detent member 21is slidable a proper distance horizontally along the base 10 to meet thestroke requirements for the transmission to which cable 33 is attached.This arrangement of the stroke multiplier assembly 22 can be modified tomeet the stroke requirements for any specific transmission which isactuated by a cable or rod 33 connected to the top of the detent block20.

A module 50 like that described in U.S. Pat. No. 5,494,141, or U.S Pat.No. 5,402,870, which are hereby incorporated by reference, is mounted atthe side of the detent member 21 in a horizontal position and isstationary with respect to the movable detent member 21. Module 50controls the position of its pin 56 which in a locked position extendsinto a “PARK” notch “P” (FIG. 13) of the detent member 21. The positionof the pin 56 is controlled by the magnetic attraction or repelling ofthe toggle linkage 52, which determines the locked or the unlockedposition of the pin 56. As best disclosed in FIG. 14, toggle linkage 52is mounted in housing 53 and comprises the three links 58, 59, and 40,all of which are pivotally connected together at one of their ends onthe pivot pin 41a about the axis “Y.” The other end of link 58 ispivoted on the pin 42 about the fixed axis “Z.” The other end of link 59is pivotally mounted by the pivot pin 43 to the locking member pin 56for pivotal movement about the axis “X.” The ends of pin 43 are slidablein the groove 44 b. In the locked position of locking member 56, the twoaxes “X” and “Z” are substantially on a center line “CL” with the axis“Y” located slightly above center line “CL.” The distance of the axis“Y” spaced above the center line “CL” is governed by the bottom end 46of link 40 abutting the top end of the coil 55 of the module 50. Thisdistance is selected to provide the proper restraining force exerted bythe toggle unlocking member 56, it being understood that as the axis “Y”moves away from the center line “CL,” the amount of force required tomove the locking pin out of the locked position substantially decreases.Therefore, the slight spacing of axis “Y” above the center line “CL” isselected so that the restraining force on pin 56 prevents the driverfrom displacing the pin toward the unlocked position when the brakes arenot applied and a gear selector switch 61 (FIG. 15) located in thehandle 12 b (FIG. 6) is not actuated. In other words, as disclosed bythe circuit of FIG. 15, gear selector switch 61 actuated by the operatorof the vehicle and brake switch 62 must both be closed to energize thecoil 55 of the module 50. When in “PARK” position, magnet 45 which has asouth pole is normally attracted to core 57 when the coils 55 arede-energized.

FIG. 15 discloses a block diagram which includes a “Battery” whichprovides the power for the vehicle, an “Ignition Switch” which turns thepower “on” and “off,” a “Logic Module” that receives signals from the“Brake Switch” 62 and from other well-known sources within a vehicle.The “Logic Module” along with the “Gear Selector Switch” 61 controls theenergization of the coil 55 of the “Control Module” 50 so as to controlthe “Control Module” as set forth above. All of this is well within theskill of one in the art.

When coil 55 is energized core 57 becomes a south pole, i.e., like thatof magnet 45. This results in core 57 repelling the south pole of themagnet 45 embedded in the end of the link 40. The link 40 is thus forcedupwardly to a position against the bumper 54 which has an elastomericsurface to provide a soft contact and thus reduces any clicking noisewhich might result when the toggle joint 52 reaches the upper position.When forced upwardly, the toggle joint 52 pulls locking member pin 56substantially out of the park “P” notch permitting the shift lever 12(see FIG. 13) to be shifted to the reverse “R” position and the neutral“N” and overdrive “OD” positions. It will be noted that the dwells ofthe neutral “N” and overdrive “OD” positions are identical to the dwellof the park “P” position. When in neutral “N” and drive positions, the“Logic Module” eliminates the requirement for the brake switch to beactuated for energizing the coil 55 of module 50. However, actuation ofthe handle or gear selector switch 61 located in knob 12 b (FIG. 6) isstill required to energize coil 55. Therefore, to shift from “OD,”actuation of switch 61 in knob 12 b is required before the shiftinglever can be shifted to the notch of the third gear notch “3RD.”

In order to give a feel to the shifting of the shift lever 12, aso-called rooster comb 70 is provided which is directly connected to theshift lever assembly 11 so that it moves as the shift lever is pivotedabout the axle 14. A leaf spring 71 attached to the bracket 72, which isin turn secured to the base 10, has a roller assembly 73 attached to itsend. This roller assembly 73 includes a roller 73 a (FIG. 8) pivotableon the pin 74 and engaging the undulations of the rooster comb 70.

It should be understood that FIGS. 2-6 are substantially identical tothe shifter mechanism of FIG. 1. The difference is in that the shape ofthe module 50 a is slightly different from that of module 50 asdisclosed in FIG. 1. Further, it should be clear that the mechanism asdisclosed in FIGS. 7-9 is substantially the same as disclosed in FIGS.1-6. The only difference is that the module is shown located within ahousing identified by reference numeral 50 b.

Referring to FIG. 10, it is disclosed a modification in which theprimary difference is in the guide 18 for the detent assembly designatedby the reference numeral 19 a. This guide 18 for the detent assembly isa slide block 18 a having a channel 18 b in which block 20 a is slidablymounted. As disclosed, the connecting rod 30 a is pivotally connected tothe detent assembly 19 a which includes block 20 a and detent member 21which can be one piece or integrally connected elements. FIG. 10discloses the subassembly 80 shown in greater detail in FIG. 11.Subassembly 80 includes the module 50 a, the slide block 18 a and detentassembly 19 a. Subassembly 80 has a decided advantage for use onshifters having different throws for different shifting transmissions.Substantially the entire subassembly can be used on different shiftingassemblies requiring only a change in the position of the variousnotches for “PARK,” “REVERSE,” “NEUTRAL,” and the drive positions. Itshould be understood that the detent assembly 19 a can include theintegral parts 20 a and 21 or they can be separate parts securedtogether in one way or another.

It should be understood that one aspect of this shifter is thesubassembly as disclosed in FIG. 11 wherein a slide block 18 a isintegrally connected to the housing for the module 50 a. It is preferredthat the slide block 18 a and the housing for the module 50 a be moldedas one piece so that it can be mounted on different shifter assemblies.

FIG. 12 shows another concept in which the stroke multiplier assembly 22of FIGS. 1-11 is eliminated and connecting rod 30 b is directlyconnected to the shift lever assembly 11 and the detent assembly 19 a.Such connection is accomplished by the end 29 a being pivotallyconnected to a shift lever assembly by the pin 29 b and the end 31 abeing pivotally connected to the detent assembly 20 a by the pin 31 b.This arrangement of FIG. 12 provides for a very short stroke of thedetent assembly and is especially useful for generating differentelectrical signals for each gear position of the transmission so as tocontrol the shifting of the transmission by electronic means rather thanby connecting the transmission to the movable detent assembly 19 by acable or rod 33 as disclosed in FIGS. 1-11.

FIGS. 17-21 disclose a shifter position switch assembly comprisingdetent assembly 19 a mounted as disclosed above in relation to themodule 50 and locking element 56. Detent assembly 19 a includes thedetent member 21, block 20 a, and a switch pack 90 which controls the“Shifter Position Switch” of FIG. 16. Block 20 a includes a series ofsmall indentations 91 on one of its surfaces. These indentations areprovided for three switches 90 a, 90 b, and 90 c mounted in line witheach other in the switch pack 90 to determine which position the detentassembly is in. As the detent assembly 19 a moves from one gear positionto the other, the indentations cause different combinations of theswitches to be opened or closed. As a result, as the detent assembly 19a is moved by the shift lever assembly 11 upon pivoting of the shiftlever 12, i.e., so as to move from gear position to gear position,different signals are generated by switch pack 90 to produce signals inthe “Shifter Position Switch” which signals are transmitted to thecircuit of the “Electronically Controlled Transmission Circuit” of theelectronic circuit of FIG. 16. Thus, switch pack 90 generates signalswhich control the electronic control for the transmission. It is obviousthat more than three switches can be arranged if more combinations ofswitches are needed.

FIG. 22 shows another embodiment of the shifter which is identical tothe embodiments of FIGS. 1-9 except that module 50 c is a solenoidwithout a mechanical advantage such as the toggle linkage disclosed inFIGS. 1-9. It is to be understood that within the broadest aspect ofthis shifter, any workable means for actuating locking member 56 in“PARK” can be utilized.

IMPROVEMENT

In the modification shown in FIG. 23, we have added an electricmulti-position sensing device, i.e., sensor 100, to sense the positionof the shift lever 12. Further, we have operably connected the sensingdevice 100 to an on-board controller 101 or computer on a vehicle. Theillustrated controller 101 receives input from the sensing device,determines a velocity of the shift lever 12, and is operably connectedto the vehicle power train 102 to control the vehicle transmission, thevehicle clutch, and/or the vehicle engine. It is contemplated that thecontroller 101 could comprise a chip, microprocessor or other processordevice, and can be mounted on the shifter itself or in other locationsin the vehicle. Additionally, it is noted that the controller 101 can bea separate unit, or can be an integral part of a vehicle on-boardcontroller or computer for running the vehicle power train. Theillustrated sensing device 100 and the controller 101 make up a shiftersystem that provides electronic shifting of the transmission and thateliminates the mechanical connection of a shifter to a transmission(i.e., eliminates a Bowdan transmission cable and/or other rod-typemechanical linkage), although it is noted that their function of sensingshift lever velocities can be combined with other shifter systems suchas those using Bowdan cables and the like, as will be apparent from thediscussion below. Also, the present invention could be used with anypower train system for operating a vehicle, including gas enginesystems, electric vehicles, and the like.

Advantageously, the present shifter system is adapted to sense,determine, and/or calculate the speed or velocity of movement of theshift lever 12, such that the controller 101 can vary control of thepower train in a manner responsive to the vehicle driver's shiftingbehavior, as described below. It is contemplated that the controller 101could be programmed to sense, determine, and/or calculate theacceleration of the shift lever 12 as well.Sensing/determining/calculating the velocity and/or the acceleration ofa shift lever is potentially important and/or useful for severalreasons. This information allows the shifter system to anticipate whento shift transmission gears. In turn, the shifter system can be mademore responsive to the shifting circumstances, as well as to the vehicleoperator. Transmission gear and/or clutch engagement can be madevariable, so that both a smooth engagement and a short/quick engagementare possible in the same vehicle depending on the shifting behavior ofthe vehicle driver.

The illustrated sensing device 100 (FIG. 23) includes a membranepotentiometer 104 attached to a side 105 of detent assembly 19, and aspring-biased roller assembly 106 attached to module 50 a for engagingthe potentiometer 104. Roller assembly 106 (FIG. 24) includes a housing107 attached to module 50 a in a stationary position. An extendablecarrier 108 is telescopingly and slidingly mounted within housing 107and biased outwardly by a spring 108′. A roller 109 is rotatablyattached to an end of the carrier 108. Roller 109 is positioned to rollalong potentiometer 104 as the shifter 12 is pivoted between variousgear positions, including park “P,” reverse “R,” neutral “N,” drive “D,”and low drive “L.”

Potentiometer 104 is a membrane-type potentiometer, such as is made bySpectra Symbol Company, located in 3101 West 2100 South, Salt Lake City,Utah 84119 under the trademark SoftPot® or by Memtron Technologies, Inc.located at 530 N. Franklin Road, Post Office Box 207, Frankenmuth, Mich.48734. The membrane potentiometer 104 includes multiple layers 110-114(FIG. 24A), at least two layers of which (i.e., layers 112 and 114) canbe pressed together to complete the circuit. The insulator layer 113defines multiple discrete positions representing at least the gearpositions PRND, for example. Alternatively, it is contemplated that theinsulated layer 113 can be constructed to provide a continuousincrementally variable voltage signal from the potentiometer, the signalbeing an analog voltage signal representative of the shifter position.Advantageously, the potentiometer 104 can be operated in relativelysevere environmental conditions, which is required for most modernvehicle shifters. The controller 101 (FIG. 23) is programmed to receivesignals from the potentiometer 104 through wires 115.

In a preferred form, the controller 101 has a timer and/or is otherwiseprogrammed to otherwise determine the velocity and/or the accelerationof movement of the shift lever 12, and to vary control of thetransmission and shifting accordingly. For example, the controller 101could be programmed to respond to quick movement of the shift lever 12by providing quicker, rougher, stiffer gear shift and clutch engagementin the transmission. The controller 101 could also be programmed tocause engine rpm to temporarily change or to cause the air/fuel mixtureand/or the spark plug firing to change appropriately in response to thespeed/velocity of movement of the shift lever 12. It is contemplatedthat a person of ordinary skill in the art of vehicle mountedcontrollers for vehicle power trains would be able to program acontroller in such a manner, such that a detailed description of such aprogram and its method is not needed herein to understand the presentinvention. Such a program would be based on user preferences andexpectation and would be specified by a vehicle manufacturer. It is alsocontemplated that a person of ordinary skill in vehicle electronicswould be able to use electrical components as needed to dampen out oreliminate undesirable electrical noise and/or false sensor readings fromvehicle or shifter vibration, if such dampening were required based onactual parameters and conditions of a given vehicle electrical system.

It is noted that, in the potentiometer-defining discrete gear positions,one or more discrete positions not associated with the gear positionsPRNDL could be used to assist in obtaining data needed for calculatingthe shift lever velocity, particularly as a shift lever lifts or entersa particular gear position. For example, a discrete sensor locationcould be located immediately prior to the discrete sensor locationdefining the drive position “D” so that the location of the shift lever12 can be sensed just before the shift lever 12 enters the driveposition “D.” This would allow the shifter to anticipate shifting of thetransmission. By sensing the time period that expires before the shiftlever 12 actually arrives in the drive position “D,” the controller cancalculate a shift lever velocity and can vary control of thetransmission shifting accordingly.

FIG. 25 shows another potentiometer 104A that can be used in place ofpotentiometer 100. Potentiometer 104A includes a pair of parallelresistive conductive strips 120 and 121. Roller 109 is conductive suchthat as roller 109 rolls along strips 120 and 121, the roller 109completes a circuit between the strips 120 and 121. Thus, the circuitdefined by strips 120 and 121 and roller 109 varies depending on theposition of the shift lever 12. This variable length represents avariable resistance that corresponds to the position of the shift lever12. Accordingly, a voltage potentially communicated to strips 120 and121 results in an analog signal that continuously reflects the positionof the shift lever 12.

FIG. 26 shows another sensor 100B that can be used in place of sensor100. Sensor 100B includes a plurality of Hall Effect sensors 130,including at least one sensor for each of the gear positions PRNDL ofthe shift lever 12. Each sensor 130 senses the position of the roller109 as it approaches the respective sensor 130. Notably, some of theillustrated sensors 130 are positioned between gear positions PRNDL toprovide added data on the position of its shift lever and the shiftlever velocity.

It is contemplated that the roller 109 could be modified so that it doesnot physically contact sensor 100B, but instead allows proximity sensingwithout physical contact, thus eliminating wear and improving assemblyby allowing adjustments in the system to be made electronically insteadof physically. Further, more sophisticated adjustments can be made, suchas by adjusting the hysteresis of the sensor to changeactivation/deactivation characteristics of the sensors. Such sensors andsensor technology is available from various companies, such as ITTCompany in Angola, Ind., which sells Hall Effect sensors under thedesignation HALL 200 and similar product designations.

FIG. 27 discloses a sensor 100C having one end 140 attached to the shiftlever 12 and a second end 141 attached to a stationary location, such asmodule 50 a. Sensor 100C includes a bendable and deformable body 142that flexes as the shift lever 12 is pivoted between gear positions.Body 142 is constructed of material that changes its resistivity as itis flexed, thus providing an analog output voltage representing theposition of the shift lever 12 at all times. Thus, it acts much like acontinuous variable resistance potentiometer. Notably, the sensor 100Ccould be replaced with a stretchable sensor, such as an elastic membranewith appropriate forgiving/stretchable circuits printed therein, or thatit could also be replaced with a telescoping potentiometer attachedbetween a shift lever 12 and a stationary position, such as module 50 a.

It is contemplated that the sensing devices 100, 100B, and 100C andpotentiometers 104, 104A, and 104B could be used on shifters having amore conventional construction, such as shifters shown in U.S. Pat. Nos.5,277,077; 5,220,984; and 5,211,271, and the disclosures of thesepatents are accordingly incorporated in their entirety herein byreference. It is contemplated that the present shifting technology canalso be used on manual shifters and, in particular, shifters forautoclutched manual transmissions, such as those manufactured byAutomotive Products—Kongsberg AS, Dyrmyrgate 45, Post Office Box 62,N-3601 Kongsberg, Norway. For example, sensing devices and/orpotentiometers could be placed along the orthogonal shift paths for ashift lever for manual shift transmissions having an H-shaped shiftpattern.

MODIFICATION

A shifter 150 (FIGS. 28 and 29) embodying the present invention includesa base 151 and a shift lever 152 pivoted to the base 151. The base 151includes a bottom 153 with apertured flanges 154 configured forattachment to a vehicle floor pan or other component. A pair of spacedapart pivot mounts 155 and 156 are formed on opposing sides of thebottom 153. The pivot mounts 155 and 156 include aligned apertures, andare configured to receive a pressfit pivot pin 157 for pivotallymounting the shift lever 152, as discussed below. An arch 158 is formedover mount 155, and includes an arcuate surface 159 for receiving acontinuous output potentiometer 160 or other sensing device, such as thesensors previously described herein. A pawl mount 161 (FIG. 29) isformed generally over and inboard of pivot mount 156. The pawl mount 161is supported by support walls 162 and 163, and by reinforcement ribs 164and shift lever stop 165. An aperture 166 is formed in support wall 162for reasons discussed below. The total height of the base (e.g., fromits pivot to its sensor) may vary, but it is contemplated that it can bemade as low as one inch or less depending upon the sensitivity of thesensing device and the corresponding electrical control system. Forexample, some sensors will satisfactorily operate over just a fewmillimeters stroke. This allows a bottom of the shifter to be madesurprisingly and unexpectedly smaller, as compared to mechanical systemsthat are necessarily much larger in order to obtain enough movement forsafe and sure operation.

The shift lever 152 includes a post 168 (FIG. 30), and a molded pivot169 attached to a bottom of post 168. A handle 170 is attached to a topof post 168, and includes an actuation button 171 spring-biasedoutwardly, but movable/depressible to close a switch 172 operably wiredto the vehicle shifter control system. Notably, the post 168, moldedpivot 169, and/or handle 170 can be integrally molded as a singlemolding if desired. The molded pivot 169 includes an enlargedtransversely-elongated section 173 having a bore for receiving the pivotpin 157. The pivot pin 157 can be pressfit or snap locked into the pivotmounts 155 and 156, or can be retained therein by clips or fastenersattached to ends of the pivot pin 157, or in other ways known in the artfor retaining pivots pins for shift levers.

A detent-forming wall 175 (FIG. 30) extends forwardly on molded pivot169 transversely to elongated section 173. Detent-forming wall 175includes a top surface 176 and an inside surface 177. An arm 178 (FIGS.28 and 30) including a roller 179, a roller carrier 180, and a leafspring 181 is attached to top surface 176 with a screw 182 so that theroller 179 moves along potentiometer 160 as the shift lever 152 ispivoted between gear positions. Notably, it is contemplated that thepresent invention includes replacing the potentiometer 160 and roller179 with different sensing packages, such as optical, mechanical,magnetic, electric, and other sensing arrangements.

An arcuate channel 183 (FIG. 30) is formed on the inside surface 177 ofdetent-forming wall 175. The channel 183 includes depressions definingvarious gear positions including park “P,” reverse “R,” neutral “N,”drive “D,” second gear “2,” and first gear “1.” The angled surfaces onthe sides of the gear positions are inclined to provide a desired amountof bias toward a center of the selected gear positions as a pawl engagesthe depressions, as described below.

An electromechanically operated pawl module 190 (FIG. 29) is attached topawl mount 161 of base 151. Module 190 includes a frame 191, a voicecoil actuator 192 with an extendable rod 193 (FIG. 30), a toggle linkage194 with bias spring 194′, and a pawl 195 for engaging depressions inchannel 183. Frame 191 is attached to pawl mount 161 with screws orfasteners 196. The toggle linkage 194, pawl 195, and voice coil actuator192 with rod 193 are operably interconnected and mounted on frame 191.This interconnecting structure was previously disclosed herein, such asin the discussion relating to FIGS. 11 and 14. Advantageously, the voicecoil actuator 192 is electrically actuateable to provide differentbiasing forces, such that the bias of pawl 195 into channel 183 can bevaried to provide a desired feel to the vehicle operator during shiftingof the shift lever 152. The use of a voice coil actuator 192 is believedto be novel and non-obvious in the illustrated shifter arrangement.

A voice coil is advantageous since it provides a more efficientoperation over an electromagnet while providing a smaller more compactsize. Advantageously, a voice coil can be biased in either of twoopposing directions, and with varying amounts of force. This allows thevoice coil to provide multiple functions, such as gear position feel,gear position detenting of the shift lever, and shift lever park lockingfunctions.

FIG. 31 illustrates a shifter 150A that incorporates a bar code strip200 on arcuate surface 159, and a bar code reader/sensor 201 attached toshifter 152 at surface 176 by bracket 202. The arrangement forms anoptical encoder arrangement for sensing shift lever positions bycounting or reading the bands on the strip 200. A “zero” location can beimprinted on the strip 200 if desired.

FIG. 32 illustrates a shifter 150B having a mechanical encoder 205operably attached to pivot mount 155 and rotatable pivot pin 157. Therotation of shift lever 152 rotates pivot pin 157 and results inrotating an internal portion of the encoder 205, thus resulting insensing movement of the shift lever 150A. The encoder can be selected toprovide the greater or lesser amounts of data on the angular position ofthe shift lever 152, depending on the functional specifications andrequirements of the shifter design.

FIG. 33 shows an exemplary electrical circuit in block form, which maybe used to process or otherwise relay the information obtained from theshifting mechanism of the present invention. As shown in FIG. 33, theelectrical circuit preferably includes one or more sensors 206 forsensing the movement and position of a shift lever, which is generallydesignated with reference numeral 207. The electrical circuit furtherincludes a controller 208 coupled to sensor 206. Controller 208 analyzesthe output from sensor 206, determines the position and velocity ofshifting mechanism 207 based upon the output from sensor 206, andgenerates power train (engine and transmission) outputs/control signalsbased on preprogrammed criteria stored in either the internal memory(not shown) of controller 208, or stored in an external memory.Depending upon the type of sensor 206 that is used, an analog-to-digital(A/D) converter 209 may be provided to convert an analog output fromsensor 206 into a digital numeric value for subsequent processing bycontroller 208.

As will be appreciated by those skilled in the electrical arts, A/Dconverter 209 may be either a separate component connected betweensensor 206 and controller 208 or an integral component of either sensor206 or controller 208.

Controller 208 preferably includes a programmable microprocessor, suchas the vehicle system control processor or the transmission controlprocessor that are typically provided in most vehicles. Alternatively, aseparate processor may be provided for interacting with the transmissioncontrol processor. Such a separate processor could be provided inproximity to the shifting mechanism or may be provided anywhere else inthe vehicle. In accordance with the principals of the present invention,the only significant constraints of such a processor are that it iscapable of receiving output signals from the sensor(s) 206, and that itis capable of generating a control signal(s) to directly or indirectlyaffect the manner in which the vehicle transmission shifts betweengears. For example, the controller can include a timer, or a signalgenerated at a timed sequence can be applied to the sensor, to provide atime-indicative signal to the controller.

As pointed out above, sensor 206 may be configured in many differentways and positioned in many different ways relative to shiftingmechanism 207. Sensor 206 may sense discrete positions as shown in FIG.26, or may sense positions along a continuum as shown in FIG. 25. Usingthe potentiometer-type sensor, as shown in FIG. 26, the resistance levelof the sensor varies for each discrete position 130. By passing aconstant current level through sensor 100B, the resistance of the sensormay be determined by sensing the voltage level output from the sensor.This voltage level may be converted into a digital value by A/Dconverter 209 and supplied to controller 208. Controller 208 may thendetermine the relative position of the shift lever based upon thedigital value received from sensor 206 through A/D converter 209.

In a preferred embodiment of the present invention, the discretepositions of sensor 100B include discrete positions for each of thePRNDL positions and for positions intermediate these PRNDL positions. Byproviding such intermediate position output signals, controller 208 mayreceive an earlier indication of when a driver has moved the shift leverfrom one of the PRNDL positions than it would otherwise receive if suchintermediate position output signals were not provided. In theconventional electronic shifting systems, electrical output signals areonly provided when the shift lever is in one of the PRNDL positions.Thus, if a driver were to shift from the low “L” position to the drive“D” position, the conventional transmission controller would only beginshifting from the low gear to one of the drive gears once the shiftlever has reached the D position. Although it may only take one secondfor the driver to move the shift lever from the L to D position, thecontroller and transmission could perform numerous operations to preparefor such a shift in gears within this time. Therefore, the presentinvention utilizes this form of intermediate feedback from the shiftingmechanism to begin the shifting process in anticipation of the shiftlever subsequently reaching the D position. Hence, the delay thattypically occurs during shifting in the conventional automatic shiftingassemblies, can be substantially reduced or avoided. Clearly, byproviding intermediate feedback between the other PRNDL positions,shifting gears between these relative states may also be performed moreexpeditiously.

It should be noted that the conventional shifters that utilizeelectronic sensors for sensing movement of the shift lever into thePRNDL positions, do not begin shifting until the shift lever has reacheda position different from that in which the shift lever was previouslylocated. The reason that the shifting operation is not performed as soonas the transmission controller senses that there is no output receivedfrom the sensor (indicating that the shift lever may have been movedfrom its last location), is that vibrations may cause the shift lever tomove in and out of contact with the electronic sensor despite the factthat the shift lever has not been moved from its last position.Therefore, the conventional systems rely upon positive feedback that theshift lever has, in fact, reached a different location from its previouslocation.

As an alternate construction for allowing the transmission controller toanticipate a shift in gears, the electronic output signal obtained bydepressing pawl switch 171 may be monitored through a connection tocontroller 208.

If the sensor is configured to provide varying output signals throughoutthe continuum between all the relative shifting positions, such as shownin FIG. 25, controller 208 may not only anticipate the shifting ofgears, but may also determine the velocity at which the shift lever ismoved between positions. The velocity may also be determined byproviding a plurality of discrete positions between each of the PRNDLpositions, or between the R, first, second, third, fourth, and fifthgear positions. As will be explained in greater detail below withrespect to the embodiments pertaining to a manual shift mechanism, suchvelocity information may be used by the transmission controller to varythe control of a vehicle transmission clutch to produce a “harder” or“smoother” shift.

To determine the velocity of the shift lever, controller 208 samples adigital value provided from sensor 206 at a predetermined rate. If an8-bit AID converter 209 is used, the output from sensor 206 may beconverted into a digital numerical value anywhere between 0 and 255.Hence, the relative velocity may be determined by determining the changein the numerical value between each sample. Further, controller 208 mayaverage the velocities as they are determined or may calculate theacceleration of the shift lever based on detected changes in velocity.Based on the calculated velocity, controller 208 may access a look-uptable to retrieve therefrom the appropriate control and timing signalsto transmit to the various solenoids and valves within the transmissionto affect the appropriate shifting profile for the detected velocity.

When a sensor such as the optical encoder shown in FIG. 31 is utilized,controller 208 is programmed to calculate the velocity by counting thenumber of equally-spaced bar code lines that the optical sensor is movedpast within a predetermined time interval. Further, by counting thenumber of lines that the sensor has moved past since the last gearposition, controller 208 may determine which gear position the shiftlever is currently in and which positions it may be moving between.

FIG. 34 illustrates variation in the control of a vehicle transmissionclutch over time. The solid line 210 illustrates a “normal” or averageengagement of a clutch, which may occur over two or three seconds, forexample. Actual times may vary from this, and specifically can be muchlonger such as 4 seconds or more, or can be much shorter such as onlyparts of a second, as controlled by the controller 208. For purposes ofdiscussion, the line 210 illustrates a clutch fully engaged over athree-second interval with a sinusoidal-type engagement. Dashed line 211illustrates a sharper/harder engagement line wherein the clutch is fullyengaged over a two-second time period, such as will be programmed tooccur if a driver quickly moves a shift lever into a selected gearposition with a relatively rapid velocity or with quickacceleration/deceleration of the shift lever as it moves into theselected gear position. Dashed line 211 represents a “sport shift” typeof engagement. The second dashed line 212 illustrates a “luxuriousshift” type of clutch arrangement, where the clutch engages more slowlyover a span of about four seconds. The dot/dash line 213 illustrates aclutch engagement that occurs over about three seconds, much like theline 210. But in line 213, most of the clutch engagement occurs betweenone and two seconds of time. Thus, a sharp engagement is felt by thedriver as the clutch engages, but the expected time delay of about onesecond occurs between the initial shift lever movement and the actualengagement of the transmission. The change from line 210 to line 213represents a change in the clutch engagement of about 10%, or about 0.5second. The variation from line 210 to line 212 represents a change inthe clutch engagement of about 25%, or about 1.0 second. This change inclutch engagement can be accomplished by different means, such as by thecontroller 208 controlling engine RPM, transmission pressure and/ortransmission fluid delivery, solenoid or electromechanical operation ofclutch engagement components, and other means known to those skilled inthe art for controlling the mechanics of clutch engagement.

FIGS. 35-38 represent different shifting patterns using aspects of thepresent invention. These figures show the flexibility of the presentinventive concepts. However, it is noted that use of the presentinventive concepts is not contemplated to be limited to only thesedisclosed embodiments. FIG. 35 shows a five-speed “double H” shapedshifting pattern 214, where four potentiometers 215-218 are positionedadjacent segments of the shifter path. Specifically, potentiometer 215is positioned along the 1-2 shift plane, potentiometer 216 is positionedalong the 3-4 shift plane, potentiometer 217 is positioned along the 5-Rshift plane, and potentiometer 218 is positioned along the transverseneutral shift plane. A sliding contact (not specifically shown) isattached to the shift lever that moves along and contacts thepotentiometers 215-218 as the shift lever is shifted along path 214. Byproviding separate input ports on controller 208 to receive the outputsfrom these additional sensors, the position and speed of movement of theshift lever is thus known at all times by the controller 208. Notably,two separate potentiometers could be used to sense movement of the shiftlever from neutral into first gear, and to sense movement of the shiftlever from neutral into second gear, instead of the single potentiometer215. The same is true for potentiometers 216-218. Further, it iscontemplated that all of the potentiometers 215-218 could be replacedwith a plurality of location-specific/discrete-position sensors (seeFIGS. 24A, 26, and 31). For this purpose, the neutral position isconsidered to be a gear position.

FIG. 36 illustrates a two-dimensional sensor pad 220 (defined by thedashed line) configured to sense movement of a shift lever along “X” and“Y” orthogonally related directions. The five-speed “double H” shiftingpath 214 is overlaid onto this sensor pad 220. The specific location ofany point on the sensor pad 220 is read by a vehicle controller as an(X,Y) point, such that information on the exact location and movement ofthe shift lever is continuously provided to the controller forcontrolling shifting.

To monitor movement of a shift lever in two dimensions, controller 208is configured with two input ports, one for receiving the X componentfrom sensor pad 220 and one for receiving the Y component. Using apotentiometer-type, two-dimensional sensor pad, such as those availablefrom Spectra Symbol, 3101 West 2100 South, Salt Lake City, Utah 84119,the resistivity of the sensor changes independently with respect to theX and Y directions. For example, when the shift lever is moved in plane214 between the first and second positions, the resistivity remainsconstant with respect to the X output of sensing pad 220 while theresistivity appearing at the Y output varies continuously between thefirst and second gear positions. Given the pattern shown in FIG. 36, itwill be apparent that only one of the two digital values sensed bycontroller 208 will change at any instance in time. If, for example,controller 208 determines that the input digital value corresponding tothe movement of shift lever in the X direction is changing and that theY value is relatively constant, controller 208 may determine that theshift lever is moving in the neutral plane. Similarly, if the X value isrelatively constant and within a first predetermined range while the Yvalue is changing, controller 208 may determine that the shift lever ismoving in the 1-2 shift plane. If the Y value is changing but the Xvalue is in a second predetermined range, controller 208 may determinethat the shift lever is moving within the 3-4 shift plane. Similarly, ifthe X value is relatively constant and within a third predeterminedrange and the Y value is changing, controller 208 may determine that theshift lever is moving in the 5-R shift plane. Importantly, clutchengagement is related to the shift lever position. For example, thisallows the controller to control not only actual clutch engagement in anautomatic or autoclutched manual transmission, but also allows thevehicle controller to begin taking steps to prepare for shifting, suchas beginning to raise or lower certain transmission fluid pressures, andto begin to release locking or safety mechanisms.

Although sensor pad 220 is shown as a two-dimensional rectangular pad, asensor capable of sensing movement in two dimensions may be constructedusing two or more one-dimensional potentiometers or by placingpotentiometers at each shifter gate.

By establishing certain ranges or values for each of the respectiveshift positions 1-5, and R, controller 208 may readily ascertain whichgear has been selected by the driver. Because the translation of actualshift lever position to the respective shift positions is established bysoftware rather than the mechanical construction of the shiftingmechanism, the shifting pattern may be altered for different vehicles orcustomized for particular drivers simply by reprogramming controller 208without requiring any change to the mechanical structural arrangement ofthe shifting mechanism. For example, a particular manufacturer or drivermay wish to alter the shift pattern shown in FIG. 36 such that thereverse position is changed to the fifth gear position, the fifth gearposition is changed to the fourth gear position, the fourth gearposition is changed to the third gear position, the third gear positionis changed to the second gear position, the second gear position ischanged to the first gear position, and the first gear position ischanged to the reverse position.

FIGS. 37 and 38 illustrate shift patterns for shifters having anautomatic mode and a manual mode. In FIG. 37, the path is “Z” shaped andincludes a first section 225 defining traditional PRNDautomatically-shifting gear positions. The second section 226 definesgear-specific positions, wherein a particular selected gear is forcedonto the transmission. Notably, the controller would be programmed toprevent shifting in unsafe ways, such that a driver could not force ashift lever into first gear when going at a high rate of speed. Atransverse shift-over path segment 227 is provided between sections 225and 226. Potentiometers 228-230 are placed along sections 225-227,respectively, to sense shifter location. The shifter path of FIG. 38 isH shaped, and includes a segment 225 and a segment 227, andcorresponding potentiometers 228 and 230. However, a modified segment226A is positioned next to segment 227 and includes an upshift or “+”location and a downshift or “−” location. Potentiometer 229A ispositioned adjacent segment 226A where it is adapted to sense theposition of the shift lever at all times.

Through the use of a two-dimensional sensor pad 220, a manual shiftingmechanism may be provided in which a transmission controller anticipatesthe gear into which the vehicle is going to be shifted by monitoring themovement of the shift lever between gear positions. For example, if thedriver is shifting the vehicle from first gear directly to third gear,controller 208 may quickly determine that the vehicle is not beingshifted into second gear as soon as it determines from the X and Youtput values that the shift lever is moving in the neutral plane ratherthan continuing in the 1-2 shift plane toward second gear. Then, as soonas the shift lever is moved from the neutral plane into the 3-4 shiftplane toward the third gear position, controller 208 may anticipate theshift into third gear and begin sending the appropriate control andtiming signals to the various internal components of the transmission inorder to commence the shift into third gear before the shift lever everreaches the third gear position. Thus, shifting may be performed withoutthe delays that would be associated with a conventional electronicshifting arrangement whereby the shift into third gear would not evenbegin until the shift lever had reached the third gear position. As aresult of this feature, the shifting mechanism of the present inventionprovides control over the transmission shifting that is very much thesame as that experienced with a manual shifting mechanism utilizing amechanical linkage. Essentially, the speed and movement of the lever canbe made to simulate a clutch engagement and disengagement.

As described above, by providing intermediate positional informationbetween the respective gear positions, the shifting mechanism of thepresent invention provides information to the transmission controllerthat enables it to calculate the velocity at which the shift lever isbeing moved so as to affect a “harder” or “smoother” shift betweengears. The amount of variance in the feel of the shift resulting fromsensing the velocity of the shift lever may vary from vehicle tovehicle. For example, the amount of variance in a luxury car may begreater than that provided in a sports car. Regardless of thisdifference in variance between vehicles, the shifting mechanism of thepresent invention may be implemented without structural modification ineach of the different types of vehicles. To affect the change invariance for each vehicle type, the controller 208 may be differentlyprogrammed for each type of vehicle in which it is to be installed. Suchprogramming may be performed by the manufacturer of that particularcomponent at their facility, or may be performed before or afterinstallation within each vehicle at the assembly plant.

Further, the shifting profile for the vehicle may be programmed ormodified by reprogramming at a dealership or other service center. Thus,the particular shifting response provided by the present invention maybe customized for each individual driver's preference. For example, fortwo individuals that share a vehicle employing the shifting mechanism ofthe present invention, the controller may utilize two different shiftingprofiles for the respective users. To provide for such customization,controller 208 preferably has an additional input port coupled to thevehicle accessory controller to receive a driver identification codethat may be transmitted from each driver's respective key fob of aremote keyless entry system.

An additional advantage to monitoring movement of the shift leverbetween positions is that any movement into the reverse gear may beclosely monitored by controller 208 to prevent inadvertent shifting intoreverse. By providing controller 208 with data representing the vehiclespeed, controller 208 could prevent shifting into reverse when thevehicle is moving forward at any significant speed.

As will be appreciated by those skilled in the art, controller 208 maybe programmed to take into account other parameters in determining whichshift control parameters to utilize during a shift between anyparticular gears. For example, controller 208 may be programmed andconfigured to receive data from the vehicle's speedometer such that italso takes into account the acceleration of the vehicle at the time of ashift in addition to the velocity of the shift lever to determine theappropriate hardness or smoothness of the shift. Other parameters thatcould be utilized are the throttle position, engine speed, input shaftspeed, output shaft speed, and the volume of fluid required to engagethe clutches for the required shift.

Although the shift lever velocity or “speed” data has been describedabove as being used to determine the hardness or smoothness for thetransmission to shift between gears, such shift lever velocity data maybe utilized or manipulated in various different ways by the controllersprovided in the vehicle. Further, the intermediate positional shiftlever data may also be utilized in various manners different from thosedescribed above. In addition, the specific manner by which thetransmission affects the change in the hardness or smoothness of a shiftmay also vary significantly. For example, the transmission controllermay vary the speed at which the gears are moved and/or the speed atwhich the clutch of an autoclutched manual transmission is moved into orout of engagement in response to the sensed shifter velocity.

It should be further noted that controller 208 may be programmed to lookat the values obtained from the sensor(s) differently depending uponwhether the driver is shifting up or shifting down. For example, it maybe desirable to increase the hardness of the shift with increasing shiftlever velocities when shifting into a higher gear, while beingundesirable when shifting into a lower gear since a smooth shift into alower gear is almost always more desirable unless the vehicle is a sportcar, in which case it may be desirable to enable the driver to cause aharder shift by moving the shift lever faster even when shifting into alower gear.

Controller 208 may also look at the positional data received from thesensor(s) differently, based upon whether the shift lever is being movedfrom a gear position or into that gear position. For example, when theshift lever is in the first gear position, the controller will considerthe shift lever to be in the first gear position so long as thedigitized value(s) received from the sensor(s) is/are within a firstpredetermined range. When the shift lever is moved from the first gearposition, such that the output from the sensor(s) is no longer withinthe first predetermined range, controller 208 will consider the shiftlever as no longer being within the first gear position. On the otherhand, controller 208 may establish a different predetermined range todefine the first gear position, when the shift lever is being moved fromanother gear position into the first gear position. Thus, a hysteresismay be established between any two gear positions by appropriatelyprogramming controller 208.

It should be noted that the primary advantage provided by the presentinvention is to provide additional information from a vehicle shiftingmechanism to which a processor within the vehicle may be programmed torespond. The specific manner in which such processors are programmed torespond to this additional information is expected to vary considerablyamongst the numerous vehicle manufacturers and amongst those drivers whowish to customize the performance of their vehicles.

It is contemplated that the present invention can be extended to apush-button operated shifting system, such as illustrated in FIG. 39.Push-buttons 235-238 for selecting gear position PRND are located in amodule or instrument panel 239. By pressing one of the push-buttons235-238, a corresponding one of switches 239-242 is activated forcontrolling a vehicle transmission. Potentiometers 243-246 correspond topush-buttons 235-238, and are connected to a vehicle controller 247 tosense the velocity of force or movement when the buttons 235-238 aredepressed. Similar systems/sensors are used in electronic piano keys,for example, so that the loudness of sound generated matches thehardness that a piano key is struck. It is noted that switches 239-242can be eliminated by programming controller 247 to sense thatpush-buttons 235-238 have been depressed, as well as to sense thevelocity of the depression.

The present sensing system is useable on manually-clutched manualtransmissions as well as autoclutched manual transmissions and“clutchless” manual transmissions. Autoclutched manual transmissionsystems are different than “clutchless” manual transmissions in that the“clutchless” manual transmissions require a manual connection to thegear box. In the “clutchless” manual transmissions, the operator stillactually moves the gears through a cable or other mechanical link. Onlythe clutch function is automechanized. An autoclutch manual transmissionautomates both clutch and gear change functions, but does so withmechanisms attached to the transmissions, as opposed to automatictransmissions where components are incorporated into and inside of theautomatic transmission casing. All transmissions can be at leastpartially controlled by some sort of processor, which in turn receiveselectrical signals from the shifter.

In the foregoing description, it will be readily appreciated by thoseskilled in the art that modifications may be made to the inventionwithout departing from the concepts disclosed herein. Such modificationsare to be considered as covered by the following claims, unless theseclaims by their language expressly state otherwise.

The invention claimed is:
 1. A method for controlling shifting of anelectronically controlled vehicle transmission in response to movementof a manually operated shifting actuator that is installed in a driver'scompartment of a vehicle and free of mechanical shift linkageinterconnected with the transmission, said method comprising the stepsof: determining a velocity at which the shifting actuator is moved by adriver between gear positions; and controlling shifting of theelectronically controlled transmission by supplying shifting controlparameters to the transmission that are selected from a plurality ofsuch control parameters, based upon the velocity of movement of theshifting actuator.
 2. The method as defined in claim 1, wherein thevelocity of the shifting actuator is determined by sensing the presenceof the shifting actuator at a plurality of positions of known spacing,and measuring the time elapsed during movement of the shifting actuatorbetween the plurality of positions.
 3. The method as defined in claim 2,wherein the plurality of positions include two gear positions and aposition intermediate the two gear positions, and wherein the velocityof the shifting actuator is determined by measuring the time elapsedduring movement of the shifting actuator from one of the two gearpositions to the intermediate position.
 4. A shifting system for avehicle comprising: a shifter including a shift lever adapted forinstallation in a vehicle operator's compartment to be moveable by anoperator between gear positions for operating a vehicle transmission; aprogrammable vehicle control component; and a circuit including at leastone sensing device operably associated with the shift lever, the atleast one sensing device being configured to output signals related tomovement of the shift lever and adapted to cooperate with the vehiclecontrol component for the purpose of determining one of velocity andacceleration of the shift lever as the shift lever is moved toward aselected one of the gear positions and to transmit signals to solenoidsof an associated transmission based at least in part upon said one ofsaid velocity and acceleration.
 5. The shifting system defined in claim4, including a timer operably connected to the sensing device.
 6. Theshifting system defined in claim 5, wherein the sensing device definesat least two different positions on the shifter, the timer beingoperably connected to the circuit for determining an amount of time forthe shift lever to pass between the two positions.
 7. The shiftingsystem defined in claim 6, including a controller incorporating thetimer.
 8. The shifting system defined in claim 4, wherein theprogrammable vehicle control component initiates a gear change operationwhile the shift lever is positioned between the gear positions.
 9. Amethod for providing a selected shifting characteristic for a motorvehicle, said method comprising: providing a shifter system adapted tobe installed in vehicles having different constructions, said shiftersystem including a shift selector lever movable to define positions,velocity and accelerations of said shift selector lever, said shiftersystem including a programmable controller operatively connected withsaid shift selector lever moveable between gear positions, wherein thecontroller is capable of determining at least one of the positions,velocity and acceleration of the shift selector lever; providing aplurality of shift control programs, at least a first one of whichchanges transmission gears according to a first shift profile, and atleast a second shift control program that changes transmission gearsaccording to a second shift profile to provide gear changes havingdesired ride conditions; and selecting one of said first and said secondshift control programs according to a desired shift characteristic andactuating said selected one of said shift control programs to controlgear changes according to the shift profile of the selected shiftcontrol program.
 10. The method of claim 9, wherein: said first and saidsecond shift control programs are both stored in memory operablyconnected with said programmable controller to enable selection of oneof said first and second shift control programs by a vehicle operator.11. The method of claim 9, wherein: said shifter system is installedinto a first vehicle model selected from a plurality of vehicle models,and said selected one of said shift control programs is selected tocorrespond with said first vehicle model to provide a shift ratecompatible with said first vehicle model.
 12. A shifter system forshifting a transmission on a vehicle comprising: a shifter having amanually-operated shift lever adapted for mounting within a vehicle'soperator compartment and movable between at least first and second gearpositions and at least one control position between the first and secondgear positions; an electrical sensing device on the shifter for sensinga position of the shift lever including the at least one controlposition that is between the first and second gear positions, saidsensing device generating an electrical output signal indicating aposition of said shift lever between the first and second gear positionswhen said sensing device detects the presence of said shift lever at theat least one control position; and a controller operably connected tothe electrical sensing device and programmed to control shifting based,at least in part, upon the electrical output signal corresponding to theat least one control position, the controller configured to shift anassociated transmission according to a selected shift based on a signalfrom the electrical sensing device indicating that the shift lever isbetween the first and second positions without use of mechanical linkageinterconnecting the shift lever with the transmission such that saidshifter system can be reprogrammed and installed into various ofvehicles.